FAA, FAR sections & pilot career terms

Helicopter flight condition in which the main rotor system is driven by the upward flow of air through the disc rather than engine power. Used as emergency descent technique after engine failure.

Source: FAA-H-8083-21B Ch 11

Upward bending of rotor blades caused by lift exceeding centrifugal force. Excessive coning indicates overload or low rotor RPM.

Source: FAA-H-8083-21B

Gross weight divided by rotor disc area (lb/sq ft). Higher disc loading means more power required and worse autorotation glide.

Source: FAA-H-8083-21B

Difference in lift between advancing and retreating blades during forward flight. Compensated by cyclic feathering (blade flapping).

Source: FAA-H-8083-21B Ch 3

Aerodynamic phenomenon where the rotor becomes more efficient as airspeed increases through approximately 16-24 KIAS. Below ETL hover requires more power; above ETL helicopter behaves more like a fixed-wing aircraft.

Source: FAA-H-8083-21B Ch 3

Increased rotor efficiency when operating within approximately one rotor diameter of a surface. Reduces induced drag and power required to hover (IGE = in ground effect).

Source: FAA-H-8083-21B Ch 3

Hover condition above approximately one rotor diameter from the surface where ground effect is negligible. OGE hover requires more power than IGE.

Source: FAA-H-8083-21B Ch 3

Stall of the retreating blade at high forward airspeed. Causes nose pitch-up and vibration. Recovery: reduce power, reduce airspeed, reduce collective.

Source: FAA-H-8083-21B Ch 11

Additional lift generated when a helicopter transitions from hover to forward flight, as the rotor encounters undisturbed air.

Source: FAA-H-8083-21B

Helicopter's tendency to drift in the direction of tail rotor thrust during hover. Counteracted by cyclic input.

Source: FAA-H-8083-21B

Single-Pilot Resource Management framework: Plan, Plane, Pilot, Passengers, Programming. Continuous risk assessment at preflight, before takeoff, hourly in flight, and before landing.

Source: FAA-H-8083-2 Risk Management Handbook

Systematic approach to risk assessment and decision making to mitigate risk during flight operations. Includes hazard identification, risk assessment, and decision/action implementation.

Source: FAA AC 60-22

Effective use of all available resources (crew, equipment, information) to achieve safe and efficient flight operations. Required in Part 121 and most Part 135 training programs.

Source: FAA AC 120-51 + 14 CFR 135.330

Pilot self-assessment checklist: Illness, Medication, Stress, Alcohol, Fatigue, Emotion. Used to evaluate fitness to fly before each flight.

Source: FAA-H-8083-25B PHAK

Preflight risk assessment: Pilot, Aircraft, enVironment, External pressures. Identifies risk categories before flight.

Source: FAA AC 60-22

Application of CRM concepts to single-pilot helicopter operations. Integrates 5 Ps, PAVE, IMSAFE, and ADM for safe decision making in cockpits without a co-pilot.

Source: FAA-H-8083-21B + AC 60-22

Period during critical phases of flight (taxi, takeoff, landing, below 10,000 ft) when non-essential conversation is prohibited. Codified in Part 121.542 and Part 135.100.

Source: 14 CFR 135.100

Degraded Visual Environment (DVE) caused by rotor wash kicking up dust, sand, or snow during low hover. NTSB cites brownout in 75% of Army Class A mishaps.

Source: NTSB + USHST

Controlled Flight Into Terrain - unintentional collision with terrain while the aircraft is under control. Often associated with reduced visibility, mountain operations, and night flying.

Source: NTSB + FAA AC 61-134

Lateral rollover when a skid or wheel acts as a pivot point and rotor thrust accelerates the rollover. Most common during slope landings and pickup from snow/ice.

Source: FAA-H-8083-21B Ch 11

Unintended flight into Instrument Meteorological Conditions while operating under VFR. Leading cause of fatal helicopter accidents. 4-step recovery: Control, Climb, Course, Contact.

Source: 14 CFR 135.611 + NTSB SS-13/01

Uncommanded yaw caused by reduced tail rotor effectiveness in specific relative wind angles, low airspeed, and high power. Not a tail rotor failure - the tail rotor is still operating.

Source: FAA AC 90-95B

Catastrophic contact between rotor hub and main rotor mast during low-G flight. Most common in teetering-rotor helicopters (Robinson, Bell 206). Recovery: aft cyclic to restore positive G.

Source: Robinson SN-11 + FAA-H-8083-21B

Loss of effective lift (vortex ring state) when the helicopter descends into its own rotor downwash with low forward airspeed. Recovery: lower collective, apply forward cyclic to escape the vortex.

Source: FAA-H-8083-21B Ch 11

Helicopter contact with electrical or communication wires. Leading cause of fatal accidents in low-level utility, agricultural, and law enforcement operations. Prevention: WSPS, route survey, altitude discipline.

Source: USHST + NTSB

Helicopter operations into landing areas surrounded by obstacles. Requires reconnaissance, performance planning, and careful approach/departure profile selection.

Source: FAA-H-8083-21B Ch 9

Helicopter operations involving carriage of objects suspended below the aircraft. Classified as Class A (non-jettisonable), B (jettisonable, OGE), C (jettisonable, IGE), or D (human external cargo).

Source: 14 CFR Part 133

Helicopter Emergency Medical Services - air medical operations using helicopters to provide emergency medical transport. Governed by 14 CFR Part 135 Subpart L (effective 2014).

Source: 14 CFR 135.601-621

Tactical low-altitude flight following terrain contours. Primarily military but also relevant to utility, fire, and law enforcement operations. Increased wire-strike and CFIT risk.

Source: FAA-H-8083-21B

Landing on an elevated platform or mountain peak with significant drop-off on multiple sides. Requires careful approach to account for wind, density altitude, and visual references.

Source: FAA-H-8083-21B Ch 9

Landing on terrain that is not level. Requires careful collective management and cyclic input to prevent dynamic rollover. Maximum allowable slope is published in POH/RFM.

Source: FAA-H-8083-21B Ch 9

Airline Transport Pilot Certificate for helicopters. Minimum 1,200 total time per 14 CFR 61.161, lower than the 1,500 hr for fixed-wing ATP under 61.159.

Source: 14 CFR 61.161

Medical certification alternative to traditional FAA medical certificate for certain Part 91 operations. Established under 14 CFR Part 68 and FAA Reauthorization Act of 2018.

Source: 14 CFR Part 68

FAA pilot certificate authorizing helicopter pilot-in-command for compensation or hire. Minimum 150 flight hours per 14 CFR 61.129(c).

Source: 14 CFR 61.129

FAA aviation medical certification per 14 CFR Part 67. First-Class for ATP/Part 121, Second-Class for commercial, Third-Class for private pilot operations.

Source: 14 CFR Part 67

14 CFR Part 133 - Rotorcraft External-Load Operations. Governs helicopter external load (sling) operations including Class A, B, C, and D loads.

Source: 14 CFR Part 133

14 CFR Part 135 - Operating Requirements: Commuter and On-Demand Operations. Governs commercial helicopter operations including HEMS, charter, and air tour.

Source: 14 CFR Part 135

14 CFR Part 137 - Agricultural Aircraft Operations. Governs agricultural rotorcraft operations including aerial application of pesticides.

Source: 14 CFR Part 137

14 CFR Part 27 - Airworthiness Standards: Normal Category Rotorcraft. Type-certification standards for helicopters below 7,000 lb max gross weight (e.g., R22, R44, Bell 206).

Source: 14 CFR Part 27

14 CFR Part 29 - Airworthiness Standards: Transport Category Rotorcraft. Type-certification standards for helicopters above 7,000 lb (e.g., S-92, AW139, Bell 412).

Source: 14 CFR Part 29

14 CFR Part 91 - General Operating and Flight Rules. Applies to every civil aircraft operation in US airspace. Foundation of all helicopter operations.

Source: 14 CFR Part 91

FAA pilot certificate authorizing helicopter pilot-in-command for non-commercial operations. Minimum 40 flight hours per 14 CFR 61.109(c).

Source: 14 CFR 61.109

Full Authority Digital Engine Control. Computerized engine management system that automatically controls fuel flow, engine RPM, and protections. Standard on most modern turbine helicopters.

Source: Manufacturer documentation

Helicopter Terrain Awareness and Warning System. Provides aural and visual warnings to alert pilots of terrain hazards. Required for Part 135 helicopters carrying passengers under specific conditions per 14 CFR 135.605.

Source: 14 CFR 135.605

Manufacturer-published operating handbook containing aircraft systems, procedures, and performance information. May or may not be FAA-approved as RFM.

Source: Manufacturer publications

FAA-approved manual containing the operating limitations, normal and emergency procedures, and performance data for a specific helicopter. Compliance is required by 14 CFR 91.9.

Source: 14 CFR 91.9

Stability and Control Augmentation System. Provides limited authority stability augmentation to help pilot maintain attitude and heading. Found on Black Hawk, Bell 407, and similar.

Source: Manufacturer documentation

Wire Strike Protection System. Cable cutters mounted on helicopter to mitigate wire strike accidents. Common on utility, EMS, and police helicopters.

Source: Manufacturer STC

Aviation Medical Examiner. FAA-designated physician authorized to perform aviation medical examinations and issue medical certificates per 14 CFR Part 67.

Source: FAA AME locator

Aircraft Owners and Pilots Association. US general aviation pilot association. AOPA Air Safety Institute publishes accident analyses and training resources.

Source: aopa.org

Federal Aviation Administration. US civil aviation regulator. Publishes 14 CFR, Advisory Circulars, FAA Orders, and pilot handbooks (FAA-H series).

Source: faa.gov

Helicopter Association International. Leading rotorcraft industry trade association. Publishes operational best practices, organizes Heli-Expo, runs HAI Safety Awards.

Source: rotor.org

National Transportation Safety Board. Independent US agency that investigates aviation accidents and issues safety recommendations. Aviation accident database at ntsb.gov/safety/data.

Source: ntsb.gov

US Helicopter Safety Team. Industry-led safety initiative that produces accident analysis and safety recommendations (USHST 56). Partner of FAA Safety Team (FAASTeam).

Source: ushst.org

Advisory Circular on Aeronautical Decision Making. Establishes the 5 hazardous attitudes, PAVE checklist, and IMSAFE personal minimums framework.

Source: faa.gov/regulations_policies/advisory_circulars

Advisory Circular on Unanticipated Right Yaw in Helicopters (Loss of Tail Rotor Effectiveness). Defines LTE risk zones, contributing factors, and recovery procedures.

Source: faa.gov/regulations_policies/advisory_circulars

FAA Flight Standards Information Management System (FSIMS). Inspector handbook covering Part 91, 135, 141 certification, surveillance, and enforcement.

Source: fsims.faa.gov

Helicopter Flying Handbook. FAA primary reference for helicopter aerodynamics, systems, flight procedures, and emergency operations.

Source: faa.gov/regulations_policies/handbooks_manuals

Pilot's Handbook of Aeronautical Knowledge (PHAK). FAA primary reference for all certificated pilots covering aerodynamics, weather, navigation, regulations, and ADM.

Source: faa.gov

NTSB Safety Study: Helicopter Emergency Medical Services Safety. Comprehensive 2013 study identifying causes of HEMS accidents and recommendations for industry reform.

Source: ntsb.gov

US Helicopter Safety Team's 56 helicopter safety enhancement recommendations. Cover training, equipment, technology, and operational improvements with measurable safety impact.

Source: ushst.org